Engineers valve for air-brakes



(No Model.) 3 Sheets-Sheet 1.

'0. E. LBEMAN & A. W. JONES.

ENGINEERS VALVE FOR AIR BRAKES.

Patented Sept. 30, 1890.

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(No Model.) a sheets-sheet 2.. O. E. LEE-MAN & A. W. JONES.

ENGINEBRS VALVE FOR AIR BRAKES.

No. 437,607. Patented Sept. 30. 1890'.

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m5 uunms PETERS cc, mom-Luna (No Model.) I 3 Sheets-Sheet 3. O. E.LBEMAN & A. W. JONES. ENGINEBRS VALVE FOR AIR BRAKES.

No. 437,607. Patented Sept. 30, 1890.

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3 ATTOHNE rs v UNIT D STATES PATENT OFFICE.

' CHARLES E. LEEMAN AND'ALBERT W. ONES, OF SALIDA, COLORADO.

ENGINEERS VALVE FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 437,607, datedSeptember 3O, 1890. Application filed September 14, 1839. Serial No.323,927. (No model.)

.To all whom it may concern:

charging of the auxiliary reservoir under each car without releasing thebrakes, and adapted to regulate the force of the brakes by releasing orreapplying at any time without fully releasing.

The invention consists of certain parts and details and combinations ofthe same, as will be hereinafter fully described, and then pointed outin the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a side elevation of the improvement. Fig. 2 is a plan viewof the same. Fig. 3 is a sectional side elevation of the same on theline a: a: of Fig. 2. Fig. at is a side elevation of the valve-plug.Fig. 5 is a plan view of the same. Fig. 6 is a side elevation of thesame in a different position. Fig. 7 is an inverted plan view of thesame. Fig. 8 is a side elevation of the valve-handle. Fig. 9 is a faceview of the plug-washer. Fig. 10 is a side elevation of the improvementand the main reservoir, and Fig. 11 is a plan view of the Westinghousesystem with our improvement applied thereto.

.The improved engineers valve is provided with the valve-body A, inwhich is fitted to turn the plug B, connected at its upper end with thehandle 0 for conveniently turning the plug. On the handle 0 is arrangedthe usual spring D, adapted to engage various notches arranged in theperiphery of the plate E on the top of the valve-body A. The notches areindicated in Fig. 2, four of them being the usual ones, with theaddition of a fifth one marked recharging.

The valve-body A is provided with a pipe F, connected by pipe f with themain reservoir M, also provided with a pipe G, connected with thetrain-pipe g, and with athird pipe H, connected with the train-pipe h,which is connected with the exhaust-opening of the triple valve N. 0 isthe cylinderand P is the auxiliary reservoir. In the valveplug 13 isarranged a transversely-extending opening I, adapted to connect theinner end of the pipe F with the upper end G of the pipe G. In the plugBis also arranged an opening J, which leads from one side of the plug tothe center and through the same .to its lower end to the outside. Theopening J is preferably of the shape shown in Fig. 6- that is, one sideis angular while the other side is curved, so that the angular side'inmoving over an opening gradually permits the air to escape, so as toprevent all jerks in applying the brakes. The opening J is adapted toregister with the pipe l-I, connected with the triple valve, and alsoadapted to register with the lower part G forming an extension of theupper part G of the pipe G. The valve-plugB is held in place in thevalvebody A by the usual washer K and the .nut I L, screwing on thelower threaded end of the said plug.

The operation is as follows: When the op erator desires to recharge theauxiliary reser voir, he moves the lever G into the posit-ion shown inFigs. 2 and 10, so that the opening J is disconnected from the pipe H,while the opening I in the plug B connects the pipes F and G. The airfrom the main reservoir can now pass through the pipe F, the openingIinthe plug B, through the pipe Ginto the train pipe, and from the latterin the usual manner to the auxiliary reservoir. When the oper atordesires to release the brakes, he moves the handle 0 to the secondposition, (marked o releasing,) so that the opening J registers with thepipe H, and air is permitted to es= cape from the triple valve-that is,from the brake-cylinder. When the operator desires to apply thebrakes,he moves the handle O to 5 the position indicated service-stop,whereby the opening J is connected with the lower part G of the pipe G,so that air can escape from the train-pipe, whereby the brakes areapplied in theusualmanner. When theoperatornow 10o desires to rechargethe auxiliary reservoir un der each car without releasing the brakes, hemoves the handle 0 to the recharging position, (shown in Fig. 2,) sothat the pipes F and G are connected with each other and air 7 from themain reservoir can again pass to the auxiliary reservoir. By this returnmovement from the service-stop to recharging the opening J passesrapidly over the inner end of the pipe H, so that very little, if any,air can escape from the side of the pipe H. Thus it will be seen thatthe force of the brakes can also be regulated by releasing or reapplyingat any time Without fully releasing, so that the valve is especiallyuseful on heavy mountain grades.

By the use of this engineers valve the control of the brakes and trainis placed entirely In the hands of the engineer, whereas with thepresent appliances ten or fifteen pound pressure valves on each carplace the control in the hands of several men, thereby reducing thesafety of the train With this appliancea small or a great amount ofpressure can be applied to the brakes of each car, as the case mayrequire, duringtherechargingof the auxiliary reservoir, While-withpressure-valves as now used fifteen poundsonly can be retained, and thenthe valves have to be adjusted by the train men, over which the engineerhas no control. It will be further understood that the shape oftheopening J in the valve-plug Bis of importance, as it permits of applyingthe brakes gradually, thereby preventing j erking of the train. Bymaintaining a uniform pressure on the brakes there is less liability ofan accident occurring by sliding Wheels, &c.

Having thus described our invention, what We claim as new, and desire tosecure by Letters Patent, is-

1. In an airbrake, an engineers valve connected with the main reservoirand with the being valve-body also provided with the pipe Hbeexhaust-opening of the triple valve and constructed to establish acommunication between the main reservoir and the auxiliary reservoirthrough the triple valve to permit the auxiliary reservoir to berecharged while the brakes are applied, substantially as described.

2. In an air-brake, the combination, With the main air-reservoir, theauxiliary reservoir, the triple valve, the train-pipes, and connectionsbetween the train pipes and the inlet and exhaust ports of the triplevalve, of an engineers valve comprising a valve-body con* nected withthe train-pipes and main reservoir and a plug fitting in the body andprovided with a transverse opening and an open ing leading from one sidethrough the lower end of the same, substantially as and for the purposeset forth.

3. In an engineers valve, the valve-body A,

provided with the opposite pipes F G,,adapted to be connected with themain air-reservoir and the train-pipe, respectively, the pipe G providedwith the extension G said tween the pipes F G, adapted to be connectedwith the exhaustopening of the triple valve, and the plug B, fitting inthe body and provided wit-h the transverse openingI and with the openingJ, leading from one side through g the lower end of the same and havingone angular side, substantially as herein shownand described.

CHARLES E. LEEMAN. ALBERT W. J ONES, WVitnesses:

WM. W. ROLLER, A. R. Ross.

